LU102423B1 - Rail-based anti-derailment method and apparatus, rail vehicle, and storage medium - Google Patents
Rail-based anti-derailment method and apparatus, rail vehicle, and storage medium Download PDFInfo
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- G—PHYSICS
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- G06F—ELECTRIC DIGITAL DATA PROCESSING
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- G06F30/10—Geometric CAD
- G06F30/15—Vehicle, aircraft or watercraft design
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- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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- B61L15/0058—On-board optimisation of vehicle or vehicle train operation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0081—On-board diagnosis or maintenance
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Abstract
Disclosed are a rail-based anti-derailment method, a rail-based anti-derailment apparatus, a rail vehicle and a storage medium. The method includes: acquiring an inertial centrifugal force of a target vehicle, a total reaction force corresponding to an outer rail, and a first angle; acquiring a total reaction force corresponding to an inner rail and a second angle; acquiring a first correspondence according to a gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; acquiring a second correspondence and a horizontal component force of a preset direction according to the inertial centrifugal force; acquiring an anti-derailment factor according to the horizontal component force, the first correspondence and the second correspondence; and determining a target first angle and/or a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target first angle and/or the target second angle, so that by acquiring the angle of the preset direction and controlling the angle, the overall friction of the target vehicle is increased to prevent derailment.
Description
[0001] This application claims the benefit of Chinese Patent application No. 202011121402.9, filed on October 16, 2020 and entitled “Rail-based Anti-derailment Method and Apparatus, Rail Vehicle, and Storage Medium”, the entirety of which is hereby incorporated herein by reference.
[0002] This application relates to the technical field of transportation, and in particular to a rail-based anti-derailment method, a rail-based anti-derailment apparatus, a rail vehicle and a storage medium.
[0003] In today’s world, the transportation of railways and highways in various countries is developing at a high speed, and there is still a trend of gradually increasing speed. At present, the rail transit operating mileage in China ranks first in the world. Therefore, higher requirements are put forward for the maintenance and support capabilities of railways and highways. Due to the advantages of low cost, high work efficiency, convenient operation, wide functions, environmental protection, and easy maintenance, the road-rail vehicle plays an important role in the rail transit industry.
[0004] When driving on a normal road, the rail system 1s lifted, and the road-rail vehicle only relies on the tires to contact the ground; when driving on the rails, the rail system falls, and the rail steel wheels contact the rails to control the steering, and the friction between the tires and the rails provides power. In this process, if the support force of the rail system is too small, the friction between the steel wheel and the rail is not enough, and the vehicle is prone to derailment when turning. On the contrary, the support force of the rail system is too large, the friction between the tire and the rail is reduced and slipping is prone to occur. Related technologies generally control the lifting amount of the guide rail through engineering experience, so that the vehicle can run normally on the rail.
[0005] Related technical means can ensure that the road-rail vehicle is stable and not derailed when driving in a straight line. When encountering an arc-shaped rail, especially a rail with a small turning radius, it is prone to derailment, thereby seriously affecting the safety and stability of the road-rail vehicle.
[0006] The main object of this application is to provide a rail-based anti-derailment method and apparatus, a rail vehicle, and a storage medium, which aims to solve the technical problem that the rail vehicle is prone to derailment in the arc-shaped rail in the prior art.
[0007] In order to achieve the above object, this application provides a rail-based anti-derailment method, including: acquiring an inertial centrifugal force of a target vehicle traveling on a rail when the target vehicle passes through an arc-shaped rail, where the rail includes an outer rail and an inner rail; acquiring a total reaction force corresponding to the outer rail, and a first angle between the total reaction force corresponding to the outer rail and a horizontal direction; acquiring a total reaction force corresponding to the inner rail, and a second angle between the total reaction force corresponding to the inner rail and the horizontal direction; acquiring a gravity of the target vehicle, and acquiring a first correspondence according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; acquiring a second correspondence of a preset force-receiving point and a horizontal component force of a preset direction according to the inertial centrifugal force; acquiring an anti-derailment factor associated with the first angle and the second angle according to the horizontal component force, the first correspondence and the second correspondence; and determining a target first angle and/or a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target first angle and/or the target second angle.
[0008] In an embodiment, acquiring the first correspondence by a formula one according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; F1-sin6;+F2-sin6,-G=0, formula one; where, F1 represents the total reaction force corresponding to the outer rail, G represents the gravity of the target vehicle, 61 represents the first angle, and 6, represents the second angle, where the first angle is an angle between the total reaction force corresponding to the outer rail and the horizontal direction, and the second angle is an angle between the total reaction force corresponding to the inner rail and the horizontal direction.
[0009] In an embodiment, acquiring a second correspondence of a preset force-receiving point according to the inertial centrifugal force, includes: acquiring the second correspondence of the preset force-receiving point according to the inertial centrifugal force, the total reaction force corresponding to the outer rail, the first angle, a distance between the outer rail and the inner rail, a height difference between the outer rail and the inner rail, the gravity of the target vehicle, a vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail.
[0010] In an embodiment, acquiring the second correspondence of the preset force-receiving point by a formula two according to the inertial centrifugal force, the total reaction force corresponding to the outer rail, the first angle, the distance between the outer rail and the inner rail, the height difference between the outer rail and the inner rail, the gravity of the target vehicle, the vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail; F1-sin61L+F1-cos61'e - G-L/2 - Finertia-h=0, formula two; where, Fineria represents the inertial centrifugal force, L represents the distance between the outer rail and the inner rail, e represents the height difference between the outer rail and the inner rail, and h represents the vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail.
[0011] In an embodiment, acquiring an anti-derailment factor associated with the first angle and the second angle according to the horizontal component force, the first correspondence and the second correspondence, includes: acquiring a third correspondence associated with the first angle and the second angle according to the horizontal component force, the first correspondence, the second correspondence, the formula one and the formula two; and acquiring the anti-derailment factor according to the third correspondence.
[0012] In an embodiment, acquiring the third correspondence associated with the first angle and the second angle by a formula three according to the horizontal force, the first correspondence, the second correspondence, the formula one and the formula two;
From = _ € +(G- € -cot02, formula 3; Land] +e Lr g colt Tara item item where Frignt represents the horizontal component force, GeL/2+F, . 9 h=C and C represents a constant.
[0013] In an embodiment, determining a target first angle and/or a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target first angle and/or the target second angle, includes: determining the target first angle and/or the target second angle according to the anti-derailment factor; and controlling swing of steel wheels of the target vehicle according to the target first angle and/or the target second angle to prevent the target vehicle from derailing.
[0014] In addition, in order to achieve the above object, this application further provides a rail-based anti-derailment apparatus, including: an acquisition module configured for acquiring an inertial centrifugal force of a target vehicle traveling on a rail when the target vehicle passes through an arc-shaped rail, where the rail comprises an outer rail and an inner rail; the acquisition module being further configured for acquiring a total reaction force corresponding to the outer rail, and a first angle between the total reaction force corresponding to the outer rail and a horizontal direction; the acquisition module being further configured for acquiring a total reaction force corresponding to the inner rail, and a second angle between the total reaction force corresponding to the inner rail and the horizontal direction; the acquisition module being further configured for acquiring a gravity of the target vehicle, and acquiring a first correspondence according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; the acquisition module being further configured for acquiring a second correspondence of a preset force-receiving point and a horizontal component force of a preset direction according to the inertial centrifugal force; the acquisition module being further configured for acquiring an anti-derailment factor associated with the first angle and the second angle according to the horizontal component force, the first correspondence and the second correspondence; and a control module configured for determining a target first angle and/or a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target first angle and/or the target second angle.
[0015] In addition, in order to achieve the above object, this application further provides a 5 rail vehicle, including: a memory, a processor and a rail-based anti-derailment program stored on the memory and executable on the processor, and the rail-based anti-derailment program is configured to implement the steps of the rail-based anti-derailment method described above.
[0016] In addition, in order to achieve the above object, this application further provides a storage medium, where a rail-based anti-derailment program is stored thereon, and the rail-based anti-derailment program, when executed by a processor, implements the steps of the rail-based anti-derailment method described above.
[0017] According to the rail-based anti-derailment method provided in this application, acquiring an inertial centrifugal force of a target vehicle traveling on a rail when the target vehicle passes through an arc-shaped rail, where the rail includes an outer rail and an inner rail; acquiring a total reaction force corresponding to the outer rail, and a first angle between the total reaction force corresponding to the outer rail and a horizontal direction; acquiring a total reaction force corresponding to the inner rail, and a second angle between the total reaction force corresponding to the inner rail and the horizontal direction; acquiring a gravity of the target vehicle, and acquiring a first correspondence according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; acquiring a second correspondence of a preset force-receiving point and a horizontal component force of a preset direction according to the inertial centrifugal force; acquiring an anti-derailment factor associated with the first angle and the second angle according to the horizontal component force, the first correspondence and the second correspondence; and determining a target first angle and/or a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target first angle and/or the target second angle, so that by acquiring the angle of the preset direction and controlling the angle, the overall friction of the target vehicle is increased to prevent derailment.
[0018] Fig. 1 is a schematic structural diagram of a rail vehicle of a hardware operating environment according to an embodiment of the present application.
[0019] Fig. 2 is a schematic flowchart of a rail-based anti-derailment method according to a first embodiment of this application.
[0020] Fig. 3 is a schematic diagram of a force analysis of an arc-shaped rail of the rail-based anti-derailment method according to an embodiment of this application.
[0021] Fig. 4 is a schematic diagram of a contact normal and a friction angle of the rail-based anti-derailment method according to an embodiment of this application.
[0022] Fig. 5 is a functional module diagram of a rail-based anti-derailment apparatus according to a first embodiment of this application.
[0023] The realization of the object, functional characteristics, and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings.
[0024] It should be understood that the specific embodiments described herein are only used to explain this application, and are not used to limit this application.
[0025] Referring to Fig. 1, Fig. 1 is a schematic structural diagram of a rail vehicle of a hardware operating environment according to an embodiment of the present application.
[0026] As shown in Fig. 1, the rail vehicle may include a processor 1001, such as a CPU, a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is configured to implement connection communication among these components. The user interface 1003 may include a display and an input unit such as a keyboard, and optionally the user interface 1003 may further include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a WI-FI interface). The memory 1005 may be a high-speed RAM memory or a stable memory (non-volatile memory), such as a disk memory. Optionally, the memory 1005 may be a storage device independent of the foregoing processor
1001.
[0027] Those skilled in the art may understand that the structure of the rail vehicle shown in Fig. 1 does not constitute a limitation on the rail vehicle, and more or less components than those illustrated may be included, or certain components may be combined, or different components may be arranged.
[0028] As shown in Fig. 1, the memory 1005 as a computer storage medium may include an operating system, a network communication module, a user interface module, and a rail-based anti-derailment program.
[0029] In the rail vehicle shown in Fig. 1, the network interface 1004 is mainly configured to connect to the server and communicate data with the server; the user interface 1003 is mainly configured to connect to the user terminal and perform data communication with the terminal; the railway vehicle of the present application calls the rail-based anti-derailment program stored on the memory 1005 through the processor 1001, and executes the rail-based anti-derailment method provided in the embodiments of the present application.
[0030] Based on the above hardware structures, some embodiments of the rail-based anti-derailment method based on the above hardware structure are provided.
[0031] Referring to Fig. 2, Fig. 2 is a schematic flowchart of a rail-based anti-derailment method according to a first embodiment of this application.
[0032] In a first embodiment, the rail-based anti-derailment method includes the following steps:
[0033] Step S10, acquiring an inertial centrifugal force of a target vehicle traveling on a rail when the target vehicle passes through an arc-shaped rail, where the rail includes an outer rail and an inner rail, and the outer rail is higher than the inner rail.
[0034] It should be noted that the executive body of this embodiment can be a rail vehicle, which is equipped with a rail-based anti-derailment program, and can also be other equipment that can achieve the same or similar functions, such as a road-rail vehicle, this embodiment is not limited to this. In this embodiment, a rail vehicle is taken as an example for description.
[0035] Fig. 3 shows a schematic diagram of a force analysis of the arc-shaped rail. For the arc-shaped rail, the outer rail is slightly higher than the inner rail. The left side shown in Fig. 3 is the outer rail, and the right side is the inner rail. When the road-rail vehicle passes through the arc-shaped rail, a centripetal acceleration is generated, that is, there is a centrifugal force Finertia. The schematic diagram of the force analysis is shown in Fig. 3, in which a center of gravity of the vehicle body is subjected to gravity G and centrifugal force Finertia, à left support point is subject to a support force and a friction force, a total reaction force of the left support point is F1, and an angle between F1 and a horizontal direction is 61. A right support point is subject to a support force and a friction force, a total reaction force of the right support point is F2, and an angle between F2 and the horizontal direction is 02. The height difference between the outer rail and the inner rail is e, a vertical distance between the center of gravity and the force-receiving point of F2 is h, and a distance between the two rails is L.
[0036] It should be noted that for two contact objects with constant material, the friction coefficient is unchanged under similar working conditions, that is, the friction angle is fixed, referring to the contact normal and friction angle as shown in Fig. 4, the friction angle is a, so for 01 and 62 in Fig. 3, its magnitude is only related to the direction of the contact normal.
[0037] In this embodiment, the inertial centrifugal force is Finertia. For a road-rail vehicle with amass of m, when it passes through an arc-shaped rail with a radius of curvature r with a speed v, then there is: Finertia = mv>/r ;
[0038] Step S20, acquiring a total reaction force corresponding to the outer rail, and a first angle between the total reaction force corresponding to the outer rail and a horizontal direction.
[0039] An outer rail sensor is arranged on the rail, and outer rail parameter information is collected by the outer rail sensor. Corresponding sensor is arranged on the rail vehicle, and vehicle parameter information is collected through the sensor. Through the analysis and processing of the outer rail parameter information and the vehicle parameter information, the total reaction force F1 corresponding to the outer rail, and the first angle 61 between the total reaction force corresponding to the outer rail and the horizontal direction are acquired.
[0040] Step S30, acquiring a total reaction force corresponding to the inner rail, and a second angle between the total reaction force corresponding to the inner rail and the horizontal direction.
[0041] An inner rail sensor is arranged on the rail, and inner rail parameter information is collected by the inner rail sensor. Corresponding sensor is arranged on the rail vehicle, and vehicle parameter information is collected through the sensor. Through the analysis and processing of the inner rail parameter information and the vehicle parameter information, the total reaction force F2 corresponding to the inner rail, and the second angle 02 between the total reaction force corresponding to the inner rail and the horizontal direction are acquired.
[0042] Step S40, acquiring a gravity of the target vehicle, and acquiring a first correspondence according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle.
[0043] Assuming that the system is in equilibrium, the force analysis of the system is positive up and positive right: Vertical direction: F1-sin01 F2:sin02-G = 0 Horizontal direction: F1-cos01 F2-cos62 - Finertia = 0;
[0044] Specifically: acquiring the first correspondence by a formula one according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; F1-sin61+F2-sin62-G = 0, formula one; where, F1 represents the total reaction force corresponding to the outer rail, G represents the gravity of the target vehicle, 01 represents the first angle, and 62 represents the second angle, where the first angle is an angle between the total reaction force corresponding to the outer rail and the horizontal direction, and the second angle is an angle between the total reaction force corresponding to the inner rail and the horizontal direction; where, the first correspondence includes a correspondence among the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle in the formula one.
[0045] Step S50, acquiring a second correspondence of a preset force-receiving point and a horizontal component force of a preset direction according to the inertial centrifugal force.
[0046] In this embodiment, the horizontal component force of the preset direction may be analyzed by a torque analysis with the force-receiving point of F1 as a reference, or a torque analysis with the force-receiving point of F2 as a reference, which is not limited in this embodiment, in this embodiment, the torque analysis 1s performed with the force-receiving point of F1 as the reference: F1-sin01-L+F1-cos01-e - G-L/2 - Finertia: h=0;
[0047] Specifically: acquiring the second correspondence of the preset force-receiving point according to the inertial centrifugal force, the total reaction force corresponding to the outer rail, the first angle, a distance between the outer rail and the inner rail, a height difference between the outer rail and the inner rail, the gravity of the target vehicle, a vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail.
[0048] Further, acquiring the second correspondence of the preset force-receiving point by a formula two according to the inertial centrifugal force, the total reaction force corresponding to the outer rail, the first angle, the distance between the outer rail and the inner rail, the height difference between the outer rail and the inner rail, the gravity of the target vehicle, the vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail: F1-sin61-L+F1-cos61-e - G'L/2 - Finertia-h=0, formula two; where, Fineria represents the inertial centrifugal force, L represents the distance between the outer rail and the inner rail, e represents the height difference between the outer rail and the inner rail, and h represents the vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail; where the second correspondence includes a correspondence among the inertial centrifugal force, the total reaction force corresponding to the outer rail, the first angle, the distance between the outer rail and the inner rail, the height difference between the outer rail and the inner rail, the gravity of the target vehicle, and the vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail.
[0049] Step S60, acquiring an anti-derailment factor associated with the first angle and the second angle according to the horizontal component force, the first correspondence and the second correspondence.
[0050] Specifically: acquiring a third correspondence associated with the second angle according to the horizontal component force, the first correspondence, the second correspondence, the formula one and the formula two; and acquiring the anti-derailment factor according to the third correspondence.
[0051] Further, acquiring the third correspondence associated with the second angle by a formula three according to the horizontal force, the first correspondence, the second correspondence, the formula one and the formula two; From = 06 +(G— CC -cot02, formula 3; Land] +e Lr g colt Tara item item where Frignt represents the horizontal component force, Ge L/2+Fma A =C, and C represents a constant. Where, the third correspondence includes a correspondence among the distance between the outer rail and the inner rail, the first angle, the height difference between the outer rail and the inner rail, and the second angle.
[0052] In the specific implementation, when speed v of the road-rail vehicle increases, Finertia will be greater than the horizontal component force, and when the vehicle body moves to the left and v is too large, derailment will occur. In this process, the system moment and the vertical resultant force are still in quasi-static, that is, formula one and formula two are still valid. On this basis, the horizontal component force to the right 1s further acquired by:
Fin = F1-cos01+F2-cos02 -F1-sin1 —F1-cos014 C-FISMO1 02 sin62 = F1-(cos01-cot02-sin01)+G-cot02 G-L/2+F__ -h . = KG 1/24 Promo 1) (cos01—cot02 sin 01)+G-cot02 Lsin01+ecos601 1 2 =(G-L/2+F,,. hye (S002 + G.cot02 Ltan0l+e L+cot01 letG-L/2+F,,, -h=C _C L6-—C ote Ltan01+e L+e-cot01 ma first second item item item
[0053] In order to prevent the derailment of road-rail vehicle, measures need to be taken to increase Frign. Through the analysis, it can be seen that when the road-rail vehicle slides to the left, 62 is almost unchanged, that is, the third item is almost unchanged, while reducing 61 can make the first and second items increase at the same time. Therefore, when the road-rail vehicle slides to the left, reducing 61 can slow down or even curb the sliding trend. On the contrary, when the road-rail vehicle slides to the right, 61 is almost unchanged, reducing 62 can slow down or even curb the sliding trend.
[0054] Step S70, determining a target first angle and/or a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target first angle and/or the target second angle.
[0055] It can be seen from the rail geometry characteristics in Fig. 4 that when the road-rail vehicle slides to the left, turn the left steel wheel clockwise to make the contact normal swing clockwise, that is, 61 becomes smaller; and when the road-rail vehicle slides to the right, turn the right steel wheel clockwise to make the contact normal swing clockwise, that is, 62 becomes smaller. By appropriately controlling the swing of the steel wheel, the support force of the steel wheel is redistributed, this increases the overall friction force, thereby preventing derailment.
[0056] In this embodiment, through the above solution, acquiring an inertial centrifugal force of a target vehicle traveling on a rail when the target vehicle passes through an arc-shaped rail, where the rail includes an outer rail and an inner rail; acquiring a total reaction force corresponding to the outer rail, and a first angle between the total reaction force corresponding to the outer rail and a horizontal direction; acquiring a total reaction force corresponding to the inner rail, and a second angle between the total reaction force corresponding to the inner rail and the horizontal direction; acquiring a gravity of the target vehicle, and acquiring a first correspondence according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; acquiring a second correspondence of a preset force-receiving point and a horizontal component force of a preset direction according to the inertial centrifugal force; acquiring an anti-derailment factor associated with the second angle according to the horizontal component force, the first correspondence and the second correspondence; and determining a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target second angle, so that by acquiring the second angle of the preset direction and controlling the second angle, the overall friction of the target vehicle is increased to prevent derailment.
[0057] The present application further provides a rail-based anti-derailment apparatus.
[0058] Referring to Fig. 5, Fig. 5 is a functional module diagram of a rail-based anti-derailment apparatus according to a first embodiment of this application.
[0059] In the first embodiment of the rail-based anti-derailment apparatus, the rail-based anti-derailment apparatus of this application includes: an acquisition module 10 configured for acquiring an inertial centrifugal force of a target vehicle traveling on a rail when the target vehicle passes through an arc-shaped rail, where the rail includes an outer rail and an inner rail; the acquisition module 10 being further configured for acquiring a total reaction force corresponding to the outer rail, and a first angle between the total reaction force corresponding to the outer rail and a horizontal direction; the acquisition module 10 being further configured for acquiring a total reaction force corresponding to the inner rail, and a second angle between the total reaction force corresponding to the inner rail and the horizontal direction; the acquisition module 10 being further configured for acquiring a gravity of the target vehicle, and acquiring a first correspondence according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; the acquisition module 10 being further configured for acquiring a second correspondence of a preset force-receiving point and a horizontal component force of a preset direction according to the inertial centrifugal force; the acquisition module 10 being further configured for acquiring an anti-derailment factor associated with the first angle and the second angle according to the horizontal component force, the first correspondence and the second correspondence; and a control module 20 configured for determining a target first angle and/or a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target first angle and/or the target second angle.
[0060] In an embodiment, the acquisition module 10 is further configured for obtaining the first correspondence by a formula one according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; F1-sin61+F2-sin02-G=0, formula one; where, F1 represents the total reaction force corresponding to the outer rail, G represents the gravity of the target vehicle, 01 represents the first angle, and 02 represents the second angle, where the first angle is an angle between the total reaction force corresponding to the outer rail and the horizontal direction, and the second angle is an angle between the total reaction force corresponding to the inner rail and the horizontal direction.
[0061] In an embodiment, the acquisition module 10 is further configured for acquiring the second correspondence of the preset force-receiving point according to the inertial centrifugal force, the total reaction force corresponding to the outer rail, the first angle, a distance between the outer rail and the inner rail, a height difference between the outer rail and the inner rail, the gravity of the target vehicle, a vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail.
[0062] In an embodiment, the acquisition module 10 is further configured for acquiring the second correspondence of the preset force-receiving point by a formula two according to the inertial centrifugal force, the total reaction force corresponding to the outer rail, the first angle, the distance between the outer rail and the inner rail, the height difference between the outer rail and the inner rail, the gravity of the target vehicle, the vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail; F1-sin61-L+F1-cos61-e - G'L/2 - Finertia-h=0, formula two; where, Fineria represents the inertial centrifugal force, L represents the distance between the outer rail and the inner rail, e represents the height difference between the outer rail and the inner rail, and h represents the vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail.
[0063] In an embodiment, the acquisition module 10 is further configured for acquiring a third correspondence associated with the first angle and the second angle according to the horizontal component force, the first correspondence, the second correspondence, the formula one and the formula two; and acquiring the anti-derailment factor according to the third correspondence.
[0064] In an embodiment, the acquisition module 10 is further configured for obtaining the third correspondence associated with the first angle and the second angle by a formula three according to the horizontal force, the first correspondence, the second correspondence, the formula one and the formula two; From = _ € +(G- € -cot02, formula 3; Land] +e Lr g colt Tara item item where Frignt represents the horizontal component force, GeL/2+F, . eh=C and C represents a constant.
[0065] In an embodiment, the acquisition module 10 is further configured for determining a target first angle and/or a target second angle according to the anti-derailment factor, and controlling the swing of steel wheel of the target vehicle according to the target first angle and/or the target second angle to prevent the target vehicle from derailing.
[0066] In this embodiment, through the above solution, acquiring an inertial centrifugal force of a target vehicle traveling on a rail when the target vehicle passes through an arc-shaped rail, where the rail includes an outer rail and an inner rail; acquiring a total reaction force corresponding to the outer rail, and a first angle between the total reaction force corresponding to the outer rail and a horizontal direction; acquiring a total reaction force corresponding to the inner rail, and a second angle between the total reaction force corresponding to the inner rail and the horizontal direction; acquiring a gravity of the target vehicle, and acquiring a first correspondence according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; acquiring a second correspondence of a preset force-receiving point and a horizontal component force of a preset direction according to the inertial centrifugal force; acquiring an anti-derailment factor associated with the second angle according to the horizontal component force, the first correspondence and the second correspondence; and determining a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target second angle, so that by acquiring the second angle of the preset direction and controlling the second angle, the overall friction of the target vehicle is increased to prevent derailment.
[0067] In addition, in order to achieve the above object, this application further provides a rail vehicle, including: a memory, a processor and a rail-based anti-derailment program stored on the memory and executable on the processor, and the rail-based anti-derailment program is configured to implement the steps of the rail-based anti-derailment method described above.
[0068] In addition, the embodiment of this application further provides a storage medium, where a rail-based anti-derailment program is stored thereon, and the rail-based anti-derailment program, when executed by a processor, implements the steps of the rail-based anti-derailment method described above.
[0069] Since the storage medium adopts all the technical solutions of all the above-mentioned embodiments, it at least has all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be repeated here one by one.
[0070] It should be noted that in this article, the terms “comprise”, “include” or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system that includes a series of elements includes not only those elements, but also other elements that are not explicitly listed, or include elements inherent to this process, method, article, or system. Without more restrictions, the element defined by the sentence “comprise a...” does not exclude that there are other identical elements in the process, method, article or system that includes the element.
[0071] The sequence numbers of the above embodiments of this application are for description only, and do not represent the advantages and disadvantages of the embodiments.
[0072] Through the description of the above embodiments, those skilled in the art can clearly understand that the methods in the above embodiments can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware, but in many cases the former is better. Based on this understanding, the technical solution of this application can be embodied in the form of a software product in essence or part that contributes to the prior art, and the computer software product is stored in a storage medium (such as ROM/RAM, Magnetic disk, optical disk as described above), including several instructions to make a smart terminal (which can be a mobile phone, computer, server, air conditioner, or network equipment, etc.) to implement the method described in each embodiment of this application.
[0073] The above are only preferred embodiments of the present disclosure and do not limit the patent scope of the present disclosure. Any equivalent structure or equivalent process transformation made by the description and drawings of the present disclosure, or directly or
. . I . . LU102423 indirectly used in other related technical fields are similarly included in the patent protection scope of the present disclosure.
Claims (10)
1. À rail-based anti-derailment method, comprising: acquiring an inertial centrifugal force of a target vehicle traveling on a rail when the target vehicle passes through an arc-shaped rail, wherein the rail comprises an outer rail and an inner rail; acquiring a total reaction force corresponding to the outer rail, and a first angle between the total reaction force corresponding to the outer rail and a horizontal direction; acquiring a total reaction force corresponding to the inner rail, and a second angle between the total reaction force corresponding to the inner rail and the horizontal direction; acquiring a gravity of the target vehicle, and acquiring a first correspondence according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; acquiring a second correspondence of a preset force-receiving point and a horizontal component force of a preset direction according to the inertial centrifugal force; acquiring an anti-derailment factor associated with the first angle and the second angle according to the horizontal component force, the first correspondence and the second correspondence; and determining a target first angle and/or a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target first angle and/or the target second angle.
2. The rail-based anti-derailment method of claim 1, wherein, acquiring the first correspondence by a formula one according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; F1-sin61+F2-sin0,-G=0, formula one; wherein, F1 represents the total reaction force corresponding to the outer rail, G represents the gravity of the target vehicle, 01 represents the first angle, and 6, represents the second angle, wherein the first angle is an angle between the total reaction force corresponding to the outer rail and the horizontal direction, and the second angle is an angle between the total reaction force corresponding to the inner rail and the horizontal direction.
3. The rail-based anti-derailment method of claim 2, wherein, acquiring a second correspondence of a preset force-receiving point according to the inertial centrifugal force, comprises: acquiring the second correspondence of the preset force-receiving point according to the inertial centrifugal force, the total reaction force corresponding to the outer rail, the first angle, a distance between the outer rail and the inner rail, a height difference between the outer rail and the inner rail, the gravity of the target vehicle, a vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail.
4. The rail-based anti-derailment method of claim 3, wherein, acquiring the second correspondence of the preset force-receiving point by a formula two according to the inertial centrifugal force, the total reaction force corresponding to the outer rail, the first angle, the distance between the outer rail and the inner rail, the height difference between the outer rail and the inner rail, the gravity of the target vehicle, the vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail; F1-sin61L+F1-cos61'e - G-L/2 - Finertia-h=0, formula two; wherein, Finenia represents the inertial centrifugal force, L represents the distance between the outer rail and the inner rail, e represents the height difference between the outer rail and the inner rail, and h represents the vertical distance between the gravity of the target vehicle and the total reaction force corresponding to the outer rail.
5. The rail-based anti-derailment method of claim 4, wherein, acquiring an anti-derailment factor associated with the first angle and the second angle according to the horizontal component force, the first correspondence and the second correspondence, comprises: acquiring a third correspondence associated with the first angle and the second angle according to the horizontal component force, the first correspondence, the second correspondence, the formula one and the formula two; and acquiring the anti-derailment factor according to the third correspondence.
6. The rail-based anti-derailment method of claim 5, wherein, acquiring the third correspondence associated with the first angle and the second angle by a formula three according to the horizontal component force, the first correspondence, the second correspondence, the formula one and the formula two;
From = _ € +(G- € -cot02, formula three; Land] +e Lr g colt Tara item item wherein Frien represents the horizontal component force, GeL/2+F, ..eh=Cand C represents a constant.
7. The rail-based anti-derailment method of any one of claims 1 to 6, wherein, determining a target first angle and/or a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target first angle and/or the target second angle, comprises: determining the target first angle and/or the target second angle according to the anti-derailment factor; and controlling swing of steel wheels of the target vehicle according to the target first angle and/or the target second angle to prevent the target vehicle from derailing.
8. A rail-based anti-derailment apparatus, comprising: an acquisition module configured for acquiring an inertial centrifugal force of a target vehicle traveling on a rail when the target vehicle passes through an arc-shaped rail, wherein the rail comprises an outer rail and an inner rail; the acquisition module being further configured for acquiring a total reaction force corresponding to the outer rail, and a first angle between the total reaction force corresponding to the outer rail and a horizontal direction; the acquisition module being further configured for acquiring a total reaction force corresponding to the inner rail, and a second angle between the total reaction force corresponding to the inner rail and the horizontal direction; the acquisition module being further configured for acquiring a gravity of the target vehicle, and acquiring a first correspondence according to the gravity of the target vehicle, the total reaction force corresponding to the outer rail, the first angle, the total reaction force corresponding to the inner rail, and the second angle; the acquisition module being further configured for acquiring a second correspondence of a preset force-receiving point and a horizontal component force of a preset direction according to the inertial centrifugal force; the acquisition module being further configured for acquiring an anti-derailment factor associated with the first angle and the second angle according to the horizontal component force, the first correspondence and the second correspondence; and a control module configured for determining a target first angle and/or a target second angle according to the anti-derailment factor, and controlling the target vehicle according to the target first angle and/or the target second angle.
9. A rail vehicle, comprising: a memory, a processor and a rail-based anti-derailment program stored on the memory and executable on the processor, and the rail-based anti-derailment program is configured to implement the steps of the rail-based anti-derailment method as recited in any one of claims 1 to 7.
10. A storage medium, wherein a rail-based anti-derailment program is stored thereon, and the rail-based anti-derailment program, when executed by a processor, implements the steps of the rail-based anti-derailment method as recited in any one of claims 1 to 7.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011121402.9A CN112231834B (en) | 2020-10-16 | 2020-10-16 | Rail-based anti-derailing method and device, rail vehicle and storage medium |
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| LU102423B1 true LU102423B1 (en) | 2021-09-24 |
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| LU102423A LU102423B1 (en) | 2020-10-16 | 2020-11-23 | Rail-based anti-derailment method and apparatus, rail vehicle, and storage medium |
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| CN (1) | CN112231834B (en) |
| LU (1) | LU102423B1 (en) |
| WO (1) | WO2021179676A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| FR2794707B1 (en) * | 1999-06-11 | 2003-03-14 | Alstom | METHOD AND DEVICE FOR CONTROLLING THE TILT OF A PENDULUM RAIL VEHICLE |
| TWI551492B (en) * | 2015-09-10 | 2016-10-01 | 鍾明華 | Analysis system of safe driving for rail vehicle |
| JP2018039434A (en) * | 2016-09-09 | 2018-03-15 | 健一 稲宮 | Railroad carriage with derailment prevention device |
| DE102017208760A1 (en) * | 2017-05-23 | 2018-11-29 | Bombardier Transportation Gmbh | Method for detecting a derailment of a rail vehicle |
| CN110276085A (en) * | 2018-03-15 | 2019-09-24 | 王鉴武 | A kind of calculation method of superelevation of outer rail height |
| CN110481585B (en) * | 2019-07-22 | 2021-01-22 | 山东硅步机器人技术有限公司 | Rail vehicle bogie anticreep rail device and rail vehicle bogie |
| CN110641499B (en) * | 2019-10-16 | 2020-07-14 | 中车唐山机车车辆有限公司 | Curve turning control method, curve turning control device and rail vehicle |
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- 2020-11-23 LU LU102423A patent/LU102423B1/en active IP Right Grant
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| CN112231834B (en) | 2022-05-13 |
| CN112231834A (en) | 2021-01-15 |
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